System and method for estimating implement load weights for a work vehicle

ABSTRACT

A method for estimating load weights for an implement of a work vehicle may include controlling movement of a boom of the work vehicle such that the boom is moved across a plurality of overlapping measurement regions defined along an angular travel range of the boom, wherein each measurement region is overlapped by at least one adjacent measurement region of the overlapping measurement regions across the angular travel range. The method may also include receiving load-related data associated with a load weight for the implement as the boom is moved across the overlapping measurement regions and determining a region load weight for at least one measurement region of the overlapping measurement regions based on the load-related data. In addition, the method may include calculating a final load weight for the implement based on the region load weight(s).

FIELD OF THE INVENTION

The present subject matter relates generally to work vehicles and, moreparticularly, to a system and method for estimating the load weightcarried by an implement of a work vehicle.

BACKGROUND OF THE INVENTION

Work vehicles having loader arms or booms, such as wheel loaders, skidsteer loaders, and the like, are a mainstay of construction work andindustry. For example, wheel loaders typically include a boom pivotallycoupled to the vehicle's chassis that can be raised and lowered at theoperator's command. The boom typically has an implement attached to itsend, thereby allowing the implement to be moved relative to the groundas the boom is raised and lowered. For example, a bucket is oftencoupled to the boom, which allows the wheel loader to be used to carrysupplies or particulate matter, such as gravel, sand, or dirt, around aworksite or to transfer such supplies or matter to an adjacent transportvehicle (e.g., a truck or railroad car).

When using a work vehicle to perform a material moving operation, it isoften desirable to have an accurate estimate of the load weight beingcarried by the bucket or other implement. For instance, whentransferring materials to a transport vehicle, load weight estimates maybe used to determine how much material has been loaded onto thetransport vehicle to ensure that its load capacity is not exceeded. Inthis regard, several systems have been developed that attempt toestimate the load weight being carried by within a bucket. However, todate, such systems lack the accuracy and/or reliability typicallydesired by operators of commercial work vehicles.

Accordingly, an improved system and method for estimating the loadweight carried by an implement of a work vehicle would be welcomed inthe technology.

BRIEF DESCRIPTION OF THE INVENTION

Aspects and advantages of the invention will be set forth in part in thefollowing description, or may be obvious from the description, or may belearned through practice of the invention.

In one aspect, the present subject matter is directed to a method forestimating load weights for an implement of a work vehicle. The methodmay include controlling, with one or more computing devices, movement ofa boom of the work vehicle such that the boom is moved across aplurality of overlapping measurement regions defined along an angulartravel range of the boom, wherein each measurement region is overlappedby at least one adjacent measurement region of the overlappingmeasurement regions across the angular travel range. The method may alsoinclude receiving, with the computing device(s), load-related dataassociated with a load weight for the implement as the boom is movedacross the overlapping measurement regions and determining, with thecomputing device(s), a region load weight for at least one measurementregion of the overlapping measurement regions based on the load-relateddata. In addition, the method may include calculating, with thecomputing device(s), a final load weight for the implement based on theregion load weight(s).

In another aspect, the present subject matter is directed to a methodfor estimating load weights for an implement of a work vehicle. Themethod may include controlling, with one or more computing devices,movement of a boom of the work vehicle such that the boom is movedacross a plurality of measurement regions defined along an angulartravel range of the boom and receiving, with the computing device(s),load-related data associated with a load weight for the implement as theboom is moved across the plurality of measurement regions. In addition,the method may include determining, with the computing device(s), aregion load weight for each of the measurement regions based on theload-related data and determining, with the computing device(s), that adetected load variation in the region load weights for successivemeasurement regions of the measurement regions exceeds a load variationthreshold. Moreover, the method may include calculating, with thecomputing device(s), the final load weight for the implement based onlyon the region load weights determined for a group of measurement regionsof the measurement regions across which the boom was moved after thedetected load variation.

In a further aspect, the present subject matter is directed to a systemfor estimating implement load weights for a work vehicle. The system mayinclude a lift assembly having a boom and an implement coupled to theboom and a controller configured to control the operation of the liftassembly. The controller may include a processor and associated memory.The memory may store instructions, that when implemented by theprocessor, configure the controller to control movement of the boom suchthat the boom is moved across a plurality of overlapping measurementregions defined along an angular travel range of the boom, wherein eachmeasurement region being overlapped by at least one adjacent measurementregion of the overlapping measurement regions across the angular travelrange. The controller may also be configured to receive load-relateddata associated with a load weight for the implement as the boom ismoved across the overlapping measurement regions, determine a regionload weight for at least one measurement region of the overlappingmeasurement regions based on the load-related data, and calculate afinal load weight for the implement based on the region load weight(s).

These and other features, aspects and advantages of the presentinvention will become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the invention and, together with the description, serveto explain the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present invention, including thebest mode thereof, directed to one of ordinary skill in the art, is setforth in the specification, which makes reference to the appendedfigures, in which:

FIG. 1 illustrates a side view of one embodiment of a work vehicle inaccordance with aspects of the present subject matter;

FIG. 2 illustrates a schematic view of one embodiment of a system forestimating a load weight carried by an implement of a work vehicle inaccordance with aspects of the present subject matter;

FIG. 3 illustrates a side view of a boom of the work vehicle shown inFIG. 1, particularly illustrating a travel range for the boom dividedinto a plurality of measurement regions in accordance with aspects ofthe present subject matter;

FIG. 4 illustrates an example plot that graphs boom movement commands asfunction of time as a boom is being moved across its travel range;

FIG. 5 illustrates an example plot that graphs boom movement commands,steering commands, shifting commands, and engine speed commands overtime as a function of time as a boom is being moved across its travelrange;

FIG. 6 illustrates a flow diagram of one embodiment of a method forestimating a load weight carried by an implement of a work vehicle inaccordance with aspects of the present subject matter;

FIG. 7 illustrates an example plot that graphs instantaneous implementload weight as a function of time as a boom is being moved across itstravel range; and

FIG. 8 illustrates a flow diagram of another embodiment of a method forestimating a load weight carried by an implement of a work vehicle inaccordance with aspects of the present subject matter.

DETAILED DESCRIPTION OF THE INVENTION

Reference now will be made in detail to embodiments of the invention,one or more examples of which are illustrated in the drawings. Eachexample is provided by way of explanation of the invention, notlimitation of the invention. In fact, it will be apparent to thoseskilled in the art that various modifications and variations can be madein the present invention without departing from the scope or spirit ofthe invention. For instance, features illustrated or described as partof one embodiment can be used with another embodiment to yield a stillfurther embodiment. Thus, it is intended that the present inventioncovers such modifications and variations as come within the scope of theappended claims and their equivalents.

In general, the present subject matter is directed to a system andmethod for estimating a load weight carried by an implement of a workvehicle. In particular, a system and method are disclosed that allow forthe implement load weight to be estimated by dividing a travel range ofa boom of the work vehicle into a plurality overlapping measurementregions, with each measurement region being overlapped by one or moreadjacent measurement regions. In such an embodiment, as the boom ismoved across all or a portion of the measurement regions, a region loadweight (e.g., an average implement load weight) may be determined foreach of such measurement regions. A final load weight for the implementmay then be calculated based on the region load weights for the variousmeasurement regions.

Additionally, when calculating the final load weight, the load data forone or more of the measurement regions may be discarded or ignored ifsignificant variability is detected for the vehicle's operation and/orfor the actual load weight calculations. For instance, if it isdetermined that the variation of one or more operator-initiated controlcommands exceeds a predetermined threshold(s) associated with suchcontrol command(s) across a given measurement region, the load-relateddata captured for such measurement region may be discarded or ignoredwhen estimating the implement load weight. Similarly, if it isdetermined that a significant load variation exists between the regionload weights calculated for successive measurement regions, the loadweights for any previous measurement regions may be discarded or ignoredwhen calculating the final load weight for the implement.

Referring now to the drawings, FIG. 1 illustrates a side view of oneembodiment of a work vehicle 10 in accordance with aspects of thepresent subject matter. As shown, the work vehicle 10 is configured as awheel loader. However, in other embodiments, the work vehicle 10 may beconfigured as any other suitable work vehicle that includes a liftassembly for adjusting the position of an associated implement, such asa skid steer loader, a backhoe loader, a compact track loader and/or thelike.

As shown, the work vehicle 10 includes a pair of front wheels 12, (oneof which is shown), a pair of rear wheels 14 (one of which is shown) anda frame or chassis 16 coupled to and supported by the wheels 12, 14. Anoperator's cab 18 may be supported by a portion of the chassis 16 andmay house various input devices for permitting an operator to controlthe operation of the work vehicle 10.

Moreover, as shown in FIG. 1, the work vehicle 10 may include a liftassembly 20 for raising and lowering a suitable implement 22 (e.g., abucket) relative to a driving surface of the vehicle 10. In severalembodiments, the lift assembly 20 may include a boom 24 (e.g., includingone or more loader or boom arms) pivotally coupled between the chassis16 and the implement 22. For example, as shown in FIG. 1, the boom 24may include a forward end 26 and an aft end 28, with the forward end 26being pivotally coupled to the implement 22 at a forward pivot point 30and the aft end 28 being pivotally coupled to a portion of the chassis16.

In addition, the lift assembly 20 may also include one or more boomcylinders 32 coupled between the chassis 16 and the boom 24 and one ormore tilt cylinders 34 coupled between the chassis 16 and the implement22 (e.g., via a pivotally mounted bellcrank 36 or other mechanicallinkage). It should be readily understood by those of ordinary skill inthe art that the boom and tilt cylinders 32, 34 may be utilized to allowthe implement 22 to be raised/lowered and/or pivoted relative to thedriving surface of the work vehicle 10. For example, the boomcylinder(s) 32 may be extended and retracted in order to pivot the boom24 upward and downwards, respectively, thereby at least partiallycontrolling the vertical positioning of the implement 22 relative to thedriving surface. Similarly, the tilt cylinder(s) 34 may be extended andretracted in order to pivot the implement 22 relative to the boom 24about the forward pivot point 30, thereby controlling the tilt angle ororientation of the implement 22 relative to the driving surface.

The work vehicle 10 may also include a plurality of sensors formonitoring for various operating parameters of the work vehicle 10. Forinstance, as shown in FIG. 1, the work vehicle 10 may include one ormore position sensors 38, 40 for monitoring the position and/ororientation of the boom 24 and/or the implement 22, such as by includinga first position sensor 38 provided in operative association with theboom 24 (e.g., at or adjacent to the aft end 28 of the boom 24) and asecond position sensor 40 provided in operative association with thebellcrank 36 (e.g., at or adjacent to a pivot point for the bellcrank36). The position sensors 38, 40 may also allow the movement velocity ofthe boom 24 and/or the implement 22 to be determined by identifying thechange in position of such component(s) over time. Additionally, asshown, the work vehicle 10 may include one or more inclination sensors42 configured to monitor the angle of inclination of the work vehicle10, such as by including a dual-axis inclination sensor 42 mounted tothe chassis 16 that is configured to monitor the angle of inclination ofthe work vehicle 10 in both a pitch direction (e.g., the front-to-backinclination) and a roll direction (e.g., the side-to-side inclination).Moreover, as will be described below with reference to FIG. 2, the workvehicle 10 may also include one or more pressure sensors 44, 46 (FIG. 2)for monitoring the pressure of the hydraulic fluid supplied to the boomcylinder(s) 32 and/or the tilt cylinder(s) 34 and/or one or moretemperature sensors 48 (FIG. 2) for monitoring the fluid temperature ofthe hydraulic fluid.

It should be appreciated that the configuration of the work vehicle 10described above and shown in FIG. 1 is provided only to place thepresent subject matter in an exemplary field of use. Thus, it should beappreciated that the present subject matter may be readily adaptable toany manner of work vehicle configuration.

Referring now to FIG. 2, a schematic, simplified view of one embodimentof a system 100 for estimating a load weight carried by an implement ofa work vehicle is illustrated in accordance with aspects of the presentsubject matter. In general, the system 100 will be described herein withreference to the work vehicle 10 shown in FIG. 1. However, it should beappreciated that the disclosed system 100 may be utilized with any othersuitable work vehicles to allow for the implement load weight to beestimated. It should be appreciated that hydraulic or fluid couplings ofthe system 100 shown in FIG. 2 are indicated by solid lines. Similarly,communicative links or electrical couplings of the system 100 shown inFIG. 2 are indicated by phantom lines.

As shown in FIG. 2, in several embodiments, the system 100 may include acontroller 102 configured to control the operation of one or morecomponents of the work vehicle 10, such as one or more components of thevehicle's drivetrain and/or the vehicle's lift assembly 20. For example,the controller 102 may be communicatively coupled to one or morecomponents of an engine 104 of the work vehicle 10 (e.g., an enginegovernor or engine control unit (ECU) (not shown)) via one or morecommunicative links 106 in order to control and/or monitor the speedand/or torque output of the engine 104. Similarly, the controller 102may be communicatively coupled to one or more components of atransmission 108 of the work vehicle 10 via one or more communicativelinks 110 to control the operation of the transmission 108. Forinstance, the controller 102 may be configured to transmit suitablecontrol commands via communicative link 110 to one or more clutch valves(not shown) to control the engagement/disengagement of one or moreclutches (not shown) of the transmission 108.

It should be appreciated the controller 102 may generally comprise anysuitable processor-based device known in the art, such as one or morecomputing devices. Thus, in several embodiments, the controller 102 mayinclude one or more processor(s) 112 and associated memory device(s) 114configured to perform a variety of computer-implemented functions. Asused herein, the term “processor” refers not only to integrated circuitsreferred to in the art as being included in a computer, but also refersto a controller, a microcontroller, a microcomputer, a programmablelogic controller (PLC), an application specific integrated circuit, andother programmable circuits. Additionally, the memory 114 of thecontroller 102 may generally comprise memory element(s) including, butnot limited to, computer readable medium (e.g., random access memory(RAM)), computer readable non-volatile medium (e.g., a flash memory), afloppy disk, a compact disc-read only memory (CD-ROM), a magneto-opticaldisk (MOD), a digital versatile disc (DVD) and/or other suitable memoryelements. Such memory 114 may generally be configured to store suitablecomputer-readable instructions that, when implemented by theprocessor(s) 112, configure the controller 102 to perform variouscomputer-implemented functions, such as performing the variouscalculations and/or algorithms described herein (including implementingthe flow diagrams described below with reference to FIGS. 6 and 8). Inaddition, the controller 102 may also include various other suitablecomponents, such as a communications circuit or module, one or moreinput/output channels, a data/control bus and/or the like.

It should also be appreciated that the controller 102 may correspond toan existing controller of the work vehicle 10 (e.g., an existing engineand/or transmission controller) or the controller 102 may correspond toa separate controller. For instance, in one embodiment, the controller102 may form all or part of a separate plug-in module that may beinstalled within the work vehicle 10 to allow for the disclosed systemand method to be implemented without requiring additional software to beuploaded onto existing control devices of the vehicle 10.

Moreover, the controller 102 may also be communicatively coupled to oneor more components for controlling the operation of the variouscylinders 32, 34 of the lift assembly 20 of the work vehicle 10. Forexample, in several embodiments, the controller 102 may be coupled toone or more pumps 116 and associated control valves 118, 120 forcontrolling the flow of hydraulic fluid from a fluid tank 122 of thework vehicle 10 to each cylinder 32, 34. Specifically, as shown in FIG.2, the lift assembly 20 may include a hydraulic pump 116 driven via anoutput of the engine 104. In such an embodiment, the controller 102 maybe communicatively coupled to the hydraulic pump 116 (e.g., viacommunicative link 124) so that the position or angle of a swash plateof the first hydraulic pump 116 (the swash plate being denoted bydiagonal arrow 126 through the pump 116) may be automatically adjustedto regulate the discharge pressure of the pump 116. In one embodiment,the angle of the swash plate 126 may be adjusted via an associatedactuator(s) (not shown) configured to be controlled by the controller102.

As shown in FIG. 2, the hydraulic pump 116 may be fluidly coupled to oneor more boom control valves 118 and one or more tilt control valves 120via one or more fluid lines 128. The boom control valve(s) 118 maygenerally be configured to regulate the supply of hydraulic fluid to theboom cylinder(s) 32, thereby controlling the extension/retraction of theboom cylinder(s) 32. Similarly, the tilt control valve(s) 120 maygenerally be configured to regulate the supply of hydraulic fluid to thetilt cylinder(s) 34, thereby controlling the extension/retraction of thetilt cylinder(s) 34. In several embodiments, the control valves 118, 120may correspond to electrically controlled valves (e.g.,solenoid-activated valves) to allow the controller 102 to automaticallycontrol the operation of each valve 118, 120. For instance, as shown inFIG. 2, the controller 102 may be communicatively coupled to the controlvalves 118, 120 via associated communicative links 130, 132, therebyallowing the controller 102 to regulate the extension/retraction of theassociated cylinders 32, 34 via control of the valves 118, 120.

The controller 102 may also be communicatively coupled to one or moreoperator-controlled input devices 134 located within the vehicle's cab18. As such, the controller 102 may be configured to receive variousoperator-initiated control commands for controlling the operation of thework vehicle 10. For instance, the controller 102 may be communicativelycoupled to an engine throttle lever to allow the controller 102 toreceive control signals associated with operator-initiated engine speedcommands for adjusting the engine speed of the engine 104 (e.g., asindicated by arrow 136 in FIG. 2). In addition, the controller 102 maybe communicatively coupled to a shift lever or other suitable inputdevice configured to allow the operator to transmit control signalsassociated with operator-initiated shift commands for adjusting thecurrent gear ratio of the transmission 108 (e.g., as indicated by arrow138 in FIG. 2). Similarly, the controller 102 may be communicativelycoupled to a steering sensor configured to allow the controller 102 toreceive steering commands (e.g., as indicated by arrow 140 in FIG. 2)associated with adjustments in the vehicle's steering angle as theoperator manipulates the steering wheel or other steering device of thework vehicle 10. Moreover, the controller 102 may be communicativelycoupled to one or more joysticks for receiving control commandsassociated with controlling the movement of the boom 32 and/or theimplement 34. For instance, the controller may be coupled to both a boomjoystick for receiving operator-initiated control commands associatedwith controlling the movement of the boom 24 (e.g., as indicated byarrow 142 in FIG. 2) and a tilt joystick for receivingoperator-initiated control commands associated with controlling themovement of the implement 22 (e.g., as indicated by arrow 144 in FIG.2).

As indicated above, the controller 102 may also be communicativelycoupled to one or more position sensors 38, 40 (e.g., via communicativelinks 146, 148) for monitoring the position(s) and/or orientation(s) ofthe boom 24 and/or the implement 22. In several embodiments, theposition sensor(s) 38, 40 may correspond to one or more angle sensors(e.g., a rotary or shaft encoder(s) or any other suitable angletransducer(s)) configured to monitor the angle or orientation of theboom 24 and/or implement 22 relative to one or more reference points.For instance, in one embodiment, a first angle sensor(s) may bepositioned at the rear pivot point for the boom 24 to allow the angularposition of the boom 24 relative to the work vehicle 10 to be monitored.Similarly, in one embodiment, a second angle sensor(s) may be positionedat one of the pivot points for the bellcrank 36 to allow the position ofthe implement 22 relative to the boom 24 to be monitored. In alternativeembodiments, the position sensors 38, 40 may correspond to any othersuitable sensor(s) that is configured to provide a measurement signalassociated with the position and/or orientation of the boom 24 and/orthe implement 22. It should be appreciated that the position sensors 38,40 may also allow the movement velocity of the boom 24 and/or theimplement 22 to be determined by identifying the change in position ofsuch component(s) over time.

Moreover, as indicated above, the controller 102 may also becommunicatively coupled to one or more inclination sensors 42 (e.g., viacommunicative link 150) configured to monitor the angle of inclinationof the work vehicle 10. For example, in several embodiments, theinclination sensor(s) 42 may comprise one or more one or moreaccelerometers, inclinometers, gyroscopes and/or any other suitableinclination sensor(s) configured to monitor the angle of inclination ofthe work vehicle 10 by measuring its orientation relative to gravity.For instance, as described above with reference to FIG. 1, theinclination sensor(s) 42 may correspond to a dual-axis sensor mounted toa portion of the chassis 16 to allow the sensor(s) 42 to monitor theangle of inclination of the work vehicle 10 in two directions (e.g., thepitch and roll directions of the work vehicle 19). However, in otherembodiments, the inclination sensor(s) 42 may be disposed on the workvehicle 10 at any other suitable location.

Additionally, in several embodiments, the system 100 may also includeone or more pressure sensors 44, 46 communicatively coupled to thecontroller 102 (e.g., via communicative links 152, 154) to allow thecontroller 102 to monitor the fluid pressure of the hydraulic fluidbeing supplied to the boom cylinder(s) 32 and/or the tilt cylinder(s)34. For instance, as shown in FIG. 2, the controller 102 may be coupledto first and second pressure sensors 44, 46 provided in fluidcommunication with the fluid lines provided between the boom controlvalve(s) 118 and the boom cylinder(s) 32, with the first pressure sensor44 being configured to monitor the fluid pressure of the hydraulic fluidsupplied to the rod-side of the boom cylinder(s) 32 and the secondpressure sensor being configured to monitor the fluid pressure of thehydraulic fluid supplied to the piston-side of the boom cylinder(s) 32.Although not shown, it should be appreciated that similar pressuresensors may also be provided in fluid communication with the fluid linesassociated with the tilt cylinder(s) 34 to monitor the fluid pressure ofthe hydraulic fluid being supplied to such cylinder(s) 34.

Referring still to FIG. 2, the controller 102 may also becommunicatively coupled to one or more temperature sensors 48 (e.g., viacommunicative link 156) configured to allow the temperature of thehydraulic fluid utilized within the vehicle's hydraulic system to bemonitored. For instance, as shown in FIG. 2, the temperature sensor(s)48 may, in one embodiment, be provided in operative association with areturn line 158 for the hydraulic fluid to allow the fluid temperatureof the hydraulic fluid being returned to the fluid tank 122 to bemonitored.

It should be appreciated that the controller 102 may also becommunicatively coupled to any other suitable sensors configured tomonitor one or more operating parameters of the work vehicle 10 and/orits components. For instance, the controller 102 may also becommunicatively coupled to a suitable sensor (not shown) that allows thecontroller 102 to monitored the speed and/or acceleration of the workvehicle 10.

As indicated above, the disclosed system 100 may be utilized tocalculate or estimate a current load weight being carried by thevehicle's implement 22. Specifically, in several embodiments, thecontroller 102 may include known mathematical relationships and/orlook-up tables stored within its memory 114 that correlate the vehicle'sboom geometry and various relevant operating parameters (e.g., theangular position of the boom 24, the angular position of the implement22, the velocity of the boom 24 and/or the implement 22, the angle ofinclination of the work vehicle 10, the boom cylinder pressure(s), thetemperature of the hydraulic fluid, and the speed and/or acceleration ofthe work vehicle 10) to an associated load weight of the implement 22.Thus, by continuously monitoring the relevant operating parameters usingthe various sensors described above (e.g., the position sensors 38, 40,the inclination sensors 42, the pressure sensors 44, 46 the temperaturesensors 48, and the like), the controller 102 may calculate a currentload weight for the implement 22 based on such load-related data. Thisestimated load weight may then be displayed to the operator of the workvehicle 10 via a suitable display device housed within the cab 18.

In several embodiments, the controller 102 may be configured to executestatic measurement method in which the load weight for the implement 22is calculated when the boom 24 are stationary. For instance, when boom24 has stopped moving or is otherwise stationary, the controller 102 maybe configured to receive sensor data from the various sensors 38, 40,42, 44, 46, 48 related to the angular position of the boom 24 and/or theimplement 22, the angle of inclination of the work vehicle 10, the boomcylinder pressure(s), and/or the temperature of the hydraulic fluid.Based on such monitored operating parameters, the controller 102 maythen calculate a “static” load weight for the implement 22 using themathematical relationships and/or look-up tables stored within itsmemory 114.

In addition to the “static” measurements, the controller 102 may also beconfigured to dynamically calculate the load weight for the implement 22as the boom 24 is being moved across a range of angular boom positions.In such embodiments, the travel range of the boom 24 may, for example,be divided into a plurality of distinct measurement regions. Byreceiving the load-related data from the various sensors 38, 40, 42, 44,46, 48 as the boom 24 is moved across one or more of the distinctmeasurement regions, the controller 102 may be configured to calculate aregion load weight (e.g., an average implement load weight) for eachmeasurement region. The controller 102 may then calculate a final loadweight for the implement 22 as the total average of all or portion ofthe region load weights calculated for the measurement regions acrosswhich the boom 24 was moved. In doing so, as will be described ingreater detail below with reference to FIGS. 4, 5, 7, and 8, thecontroller 102 may be configured to discard or ignore the load-relateddata received for any measurement region(s) that the controller 102determines is likely to be inaccurate or unreliable due to unstable orvarying operation of the work vehicle 10. In such instance, thecontroller 102 may estimate the final load weight for the implement 22as the total average of only the region load weights determined as afunction of the load-related data that the controller 102 deems reliablebased on analysis of the stability of the vehicle's operation.

One example of the manner in which the travel range of the boom 24 maybe divided into a plurality of distinct measurement regions isillustrated in FIG. 3. As shown in FIG. 3, the boom 24 may include aminimum boom position (indicated by line 160) and a maximum boomposition (indicated by line 162), with the travel range 164 for the boom24 being defined between the minimum and maximum boom positions 160,162. Additionally, as shown in FIG. 3, the travel range 164 is dividedinto a plurality of distinct measurement regions. For instance, in theillustrated embodiment, the travel range 164 is divided into eightdifferent measurement regions (e.g., a first region 166, a second region168, a third region 170, a fourth region 172, a fifth region 174, asixth region 176, a seventh region 178, and an eighth region 180), withadjacent regions 166, 168, 170, 172, 174, 176, 178, 180 being indicatedby alternating dashed and phantom lines to distinguish the variousregions within the drawing. However, in other embodiments, the travelrange 164 may be divided into any other suitable number of measurementregions, including more than eight regions or less than eight regions.Each measurement region may generally span a given sub-range of angularboom positions, such as 5 degrees, 10 degrees, 15 degrees, 20 degrees,25 degrees, and/or the like, with the specific angular range of themeasurement regions generally being determined as a function of thetotal number of regions and the total span of the travel range 164 ofthe boom 24.

In several embodiments, the measurement regions 166, 168, 170, 172, 174,176, 178, 180 may be configured to overlap one another across the travelrange 164 of the boom 24. For instance, as shown in the illustratedembodiment, the measurement regions are defined such that the center ofeach measurement region defines a boundary line(s) for an adjacentmeasurement region(s). Specifically, as shown in FIG. 3, the firstmeasurement region 166 starts at the minimum boom position 160 andextends upwardly therefrom a predetermined angular range to the centerof the second measurement region 168. Similarly, the second measurementregion 168 starts at the center of the first measurement region 166 andextends upwardly therefrom the predetermined angular range to the centerof third measurement region 170 and so on for the remainder of themeasurement regions. Thus, in an embodiment in which each measurementregion extends an angular range corresponding to twenty degrees acrossthe travel range 164 of the boom 24, the first measurement region 166may be defined from zero degrees (i.e., defined at the minimum boomposition 160) to twenty degrees, the second measurement region 168 maybe defined from ten degrees to thirty degrees, the third measurementregion 170 may be defined from twenty degrees to forty degrees, and soon.

It should be appreciated that, in other embodiments, the measurementregions need not be configured to overlap one another fromcenter-to-center as shown in FIG. 3. For instance, in alternativeembodiment, each measurement region may be overlapped by two neighboringmeasurement regions, such as by overlapping the measurement regions atlocations defined at 33% and 66% across each region's angular range. Inanother embodiment, each measurement region may be overlapped by threeneighboring measurement regions, such as by overlapping the measurementregions at locations defined at 25%, 50%, and 75% across each region'sangular range. In an even further embodiment, each measurement regionmay be overlapped by four or more neighboring regions. In suchembodiments, by overlapping the measurement regions at smallerintervals, a greater number of measurement regions may be defined acrossthe booms travel range 164.

As indicated above, to calculate a final load weight for the implement22, load-related data may be collected from the various sensors 38, 40,42, 44, 46, 48 as the boom 24 is moved across all or a portion of itstravel range 164. For instance, assuming that the boom 24 is movedacross its entire travel range 164, a first dataset may be collectedfrom the sensors as the boom 24 is moved across the first measurementregion 166. Similarly, a second dataset may be collected from thesensors as the boom 24 is moved across the second measurement region168, a third dataset may be collected from the sensors as the boom 24 ismoved across the third measurement region 170, and so on until the boom24 reaches the maximum boom position 162. Each dataset may then beanalyzed to calculate a region load weight (e.g., an average implementload weight) for its associated measurement region. The various regionload weights calculated for the measurement regions (less anymeasurement regions with load-related data deemed unreliable) may thenbe averaged to calculate the final load weight for the implement 22.

It should be appreciated that the boom 24 need not be passed through allof the measurement regions 166, 168, 170, 172, 174, 176, 178, 180 toallow a final load weight to be calculated. For instance, when the boom24 is only passed through a portion of the measurement regions, theregion load weights calculated for those measurement regions (less anyregions with data deemed unreliable) may be used as the basis fordetermining the final load weight.

Additionally, it should be appreciated that, by providing overlappingmeasurement regions, significantly more measurements regions may bedefined across the travel range 164 for the boom 24 as opposed to usingnon-overlapping measurement regions. As such, the controller 102 may beconfigured to collect data and determine load weight estimates across alarger number of measurement regions, thereby providing the potentialfor increased accuracy in the final load weight calculated for theimplement 22. In addition, the overlapping measurement regions allow fora wider measurement range to be used when movement of the boom 24 isstarted and/or stopped at a location defined between the minimum andmaximum boom positions 160, 162. For instance, if the vertically upwardmovement of the boom 24 is initiated from point 182 shown in FIG. 3, thecontroller 102 may begin collecting load-related data for estimating theload weight as the boom 24 enters the second measurement region 168(e.g., which starts at the center of the first measurement region 166)as opposed to waiting until the end of the first measurement region 166(e.g., which would be the case for non-overlapping measurement regions).Moreover, the overlapping measurement regions may also allow widerregions to be used without sacrificing the total number of measurementregions. As such, the angular range of each measurement region may beselected to be sufficiently large to ensure that pressure oscillationsobserved in the measurements from the pressure sensors 44, 46 can beaveraged out across each region, thereby improving the accuracy of theregion load weights calculated for the measurement regions.

Referring back to FIG. 2, the controller 102 may also be configured toexecute a calibration procedure when the disclosed system 100 is usedfor the first time in association with a work vehicle 10 and/orperiodically after extended use (e.g., every six months) to allowadjustments to be made, if necessary, to the predetermined relationshipsor look-up tables stored within the controller's memory 114 that relatethe various monitored operating parameters to the implement load weight.Specifically, in several embodiments, to calibrate the system 100 forproviding dynamic measurements of the load weight, the boom 24 may beraised from the minimum boom position 160 to the maximum boom position162 at a minimum lifting speed, a maximum lifting speed, and anintermediate lifting speed while no load is being carried by theimplement 22, with the sensor data being collected as the boom 24 ismoved across its travel range 164 at each speed. Such process may thenbe repeated while the implement 22 is carrying a known load that is ator near the maximum weight load for the implement 22, with the sensordata being collected as the boom 24 is moved across its travel range 164at the minimum lifting speed, the maximum lifting speed, and theintermediate lifting speed. By collecting such data, a relationship maybe defined that correlates the load weight to the boom cylinder force(i.e., the monitored pressure values received from the pressure sensors44, 46), the velocity of the boom 24, and the position or angle of theboom 24. The relationship may then be used, for example, as aninterpolation map for calibrating the system 100 to provide dynamic loadmeasurements.

It should be appreciated that, as an alternative to using a minimumlifting speed, a maximum lifting speed, and an intermediate liftingspeed for the calibration procedure, any other suitable combination oflifting speeds may be used, such as simply the minimum lifting speed andthe maximum lifting speed. It should also be appreciated that, in oneembodiment, the calibration data may be used as a nominal condition forthe system 100. In such instance, suitable mathematical models or otherstored relationships may be used to compensate for deviations from thisnominal condition, such as compensation for difference bucket angles,inclination angles, vehicle accelerations, lift accelerations, and/orthe like.

Additionally, it should be appreciated that the controller 102 may alsobe configured to execute a similar calibration procedure to calibratethe system 100 for providing static measurements of the load weight. Forinstance, while the implement 22 is carrying no load, the boom 24 may bemoved to a minimum weighing position (e.g., a position immediately abovethe minimum boom position 160) and stopped, then to an intermediateposition between the minimum weighing position and the maximum boomposition 162 and stopped, and then to the maximum boom position 164 andstopped, with the sensor data being collected at each position while theboom 24 is stopped. Such process may then be repeated while theimplement 22 is carrying a known load that is at or near the maximumweight load for the implement 22, with the sensor data being collectedat the minimum weighing position, the intermediate position, and themaximum boom position 162 while the boom 24 is stopped. By collectingsuch data, a relationship may be defined that correlates the load weightto the boom cylinder force (i.e., the monitored pressure values receivedfrom the pressure sensors 44, 46) and the position or angle of the boom24. The relationship may then be used, for example, as an interpolationmap for calibrating the system 100 to provide static load measurements.

Moreover, in one embodiment, the controller 102 may be configured toautomatically implement the static and/or dynamic calibrationprocedure(s). Specifically, upon receiving an input from the operatorassociated with initiating the calibration procedure, the controller 102may be configured to automatically control the movement of the boom 24while the load-related data is being collected. Such an automatedcalibration procedure would allow for improved accuracy andrepeatability for the associated calibration measurements.

As indicated above, when the controller 102 is providing dynamic loadmeasurements, the controller 102 may be configured to discard or ignoreany load-related data received during an operational period(s) acrosswhich the controller 102 determines that the data is likely to beinaccurate or unreliable due to unstable or sufficiently variableoperation of the work vehicle 10. Specifically, in several embodiments,as the boom 24 is being moved across its travel range 164 andload-related sensor data is being collected, the controller 102 may beconfigured to identify instances in which the variation of one or moreoperator-initiated control commands exceeds a predetermined variancethreshold(s) associated with such control command(s) across a givenoperational period (e.g., a given range of boom movement or a given timeperiod). In such instances, the load-related data captured during suchoperational period(s) may be discarded or ignored when estimating theimplement load weight. As such, the load weight may be calculated basedon data collected only when it is determined that the vehicle'soperation is relatively stable.

For instance, FIG. 4 illustrates a graphical representation of oneexample of how the operator-initiated boom movement commands (e.g.,received via the associated boom joystick or other suitable input device134) may be varied over time as the boom 24 is moved across its travelrange 164. As shown in FIG. 4, the boom's travel range 164 has beendivided into the various measurement regions 166, 168, 170, 172, 174,176, 178, 180 described above with reference to FIG. 3, with eachmeasurement region corresponding to a discrete operational period alongwhich the load-related sensor data is being collected by the controller102 as the boom 24 is moved along the angular range associated with eachregion.

As shown, the boom movement command (indicated by line 184) generallyvaries with time as the boom 24 is moved across the various measurementregions. In several embodiments, the controller 102 may be configured tocompare a rate of change of the boom movement command (i.e., the slopeof line 184) to a predetermined variance threshold defined for the boommovement command to identify instances in which the variance or rate ofchange of the boom movement command exceeds the threshold. For eachinstance in which the variation in the boom command exceeds thepredetermined variance threshold, the controller 102 may identify theassociated measurement region containing such variable boom operation asan operating period across which the load-related data being receivedfrom the sensors may be inaccurate or unreliable. The controller 102 maythen discard or ignore the load-related data received within suchmeasurement region(s) when calculating the final load weight for theimplement. For instance, as shown in FIG. 4, from time to t₀ time t₁,from time t₂ to time t₃, and from time t₄ to time t₅, the boom movementcommand is highly variable. In such instance, assuming that the rate ofchange of the boom movement command exceeds the predetermined variancethreshold across such time periods, the controller 102 may be configuredto disregard or ignore the load-related data received within themeasurement regions associated with the time periods (e.g., the firstmeasurement region 166, the second measurement region 168, the fifthmeasurement region 174, and the sixth measurement region 176). Rather,to determine the final load weight for the implement 22, the controller102 may be configured to calculate the region load weight for theremaining measurement regions (e.g., such as an average load weight forthe third measurement region 170, the fourth measurement region 172, theseventh measurement region 178, and the eighth measurement region 180)based on the load-related data received within such measurement regions.The controller 102 may then calculate the final load weight by averagingthe region load weights determined for the remaining measurement regions170, 172, 178, 180.

It should be appreciated that, as an alternative to discarding orignoring the load-related data as a function of the measurement regionscontaining sufficiently variable boom operation, the load-related datamay, instead, be discarded or ignored as function solely of the timeperiods containing such variable boom operation. For instance, in theexample shown in FIG. 4, the controller 102 may be configured toidentify the time periods within which the variation or rate of changeof the boom movement command exceeds the predetermined variationthreshold (e.g., the time period between time to and time t₁, the timeperiod between time t₂ to time t₃, and the time period between time t₄to time t₅). In such instance, the controller 102 may be configured todiscard or ignore the load-related data received during such timeperiods and, thus, may determine the final load weight based on theload-related data received during the remainder of the time across whichthe boom 24 was being moved.

It should also be appreciated that, in addition to the boom movementcommands (or as an alternative thereto), the controller 102 may also beconfigured to take into account any other suitable operator-initiatedcontrol commands when determining whether load-related data should beused to calculate the final load weight for the implement 22. Forinstance, FIG. 5 illustrates a graphical representation of one exampleof how the operator-initiated boom movement commands (e.g., indicated byline 186), steering commands (e.g., indicated by line 188), transmissionshift commands (e.g., indicated by line 190), and engine speed commands(e.g., indicated by line 192) may be varied over time as the boom 24 ismoved across its travel range 164. Similar to the embodiment describedabove, the controller 102 may be configured to compare a rate of changeof each operator-initiated command (i.e., the slope of each line 186,188, 190, 192) to a predetermined variance threshold defined for suchoperator-initiated command to identify instances in which the varianceor rate of change of the command exceeds the threshold. For example, asshown in FIG. 4, from time t₁ to time t₂, from time t₁₀ to time t₁₁, andfrom time t₁₂ to time t₁₃, the boom movement command 186 is highlyvariable. Similarly, from time t₂ to time t₃, the engine speed command192 is highly variable while from time t₄ to time t₅ and from time t₈ totime t₉, the steering command 188 is highly variable. Moreover, fromtime t₆ to time t₇, the transmission shift command 190 is highlyvariable. In such instance, assuming that the rate of change for therelevant operator-initiated command exceeds the correspondingpredetermined variance threshold for such command across the associatedtime periods, the controller 102 may be configured to disregard orignore the load-related data received within such time periods (ordisregard/ignore the load-related data received within measurementregions containing such time periods). The controller 102 may thencalculate the final load weight based on the load-related data receivedwhen the operator-initiated commands are relatively stable (e.g., withinthe time falling outside the above-described time periods or within themeasurement regions excluding such time periods).

It should be appreciated that, although FIG. 5 illustrates an embodimentin which various operator-initiated control commands are used incombination by the controller 102 to determine whether specificload-related data should be used in calculating the final load weightfor the implement 22, each operator-initiated control command may alsobe used individually by the controller 102 to make such determinations.For instance, similar to the embodiment described above with referenceto FIG. 4 in relation to the boom movement commands, any one of thesteering commands, the transmission shift commands, the engine speedcommands, or any other suitable control commands may be used inisolation as the basis for determining whether load-related data shouldbe used or discarded/ignored. It should also be appreciated that anyother suitable operator-initiated control commands may be used by thecontroller 102 to determine whether specific load-related data should beused in calculating the final load weight for the implement 22, such asthe control commands received via the tilt joystick for controlling themovement of the implement 22 (e.g., via control of the operation of theassociated tilt cylinder(s) 34).

Referring now to FIG. 6, a flow diagram of one embodiment of a method200 for estimating load weights for an implement of a work vehicle isillustrated in accordance with aspects of the present subject matter. Ingeneral, the method 200 will be described herein with reference to thework vehicle 10 shown in FIG. 1, as well as the various systemcomponents shown in FIG. 2. However, it should be appreciated that thedisclosed method 200 may be implemented with work vehicles having anyother suitable configuration and/or within systems having any othersuitable system configuration. In addition, although FIG. 6 depictssteps performed in a particular order for purposes of illustration anddiscussion, the methods discussed herein are not limited to anyparticular order or arrangement. One skilled in the art, using thedisclosures provided herein, will appreciate that various steps of themethods disclosed herein can be omitted, rearranged, combined, and/oradapted in various ways without deviating from the scope of the presentdisclosure.

As shown in FIG. 6, at (202), the method 200 may include controlling themovement of a boom of the work vehicle such that the boom is movedacross a plurality of overlapping measurement regions defined along anangular travel range of the boom. For instance, as indicated above, thetravel range 164 of the boom 24 may be divided into a plurality ofmeasurement regions, with each measurement region being overlapped by atleast one adjacent measurement region across the boom's angular travelrange 164. In such an embodiment, the controller 102 may be configuredto raise and lower the boom 24 across all or a portion of theoverlapping measurement regions defined across its travel range 164 bycontrolling the operation of the associated components of the liftassembly 20, such as by the hydraulic pump(s) 116, the boom controlvalve(s) 118, and the boom cylinder(s) 32, based on the boom movementcommands received from the operator. Alternatively, the controller 102may be configured to automatically control the operation of theassociated components of the lift assembly 20 such that the boom 24 ismoved at a controlled rate or speed without the necessity of receivingboom movement commands from the operator.

In addition, at (204), the method 200 may include receiving load-relateddata associated with a load weight for the implement as the boom ismoved across the overlapping measurement regions. For instance, asindicated above, the controller 102 may be configured to receiveload-related data associated with the implement load weight from aplurality of sensors, such as one or more pressure sensors 44, 46,position sensors 38, 40, inclination sensors 42, temperature sensors 48,and/or the like. Such data may, for example, include, but is not limitedto, pressure measurements related to the fluid pressure of the hydraulicfluid supplied to the boom cylinder(s) 32, position measurements relatedto the angular position of the boom 24 and/or the implement 22, velocitydata for the boom 24 and/or the implement 22, orientation measurementsassociated with the inclination angle of the work vehicle 10 (e.g., inthe pitch direction and/or the roll direction), temperature measurementsof the fluid temperature of the hydraulic fluid supplied to thecylinder(s) 32, 34, and/or measurements related to the speed and/oracceleration of the work vehicle 10.

Moreover, at (206), the method 200 may include determining a region loadweight for at least one measurement region of the plurality ofoverlapping measurement regions based on the load-related data.Specifically, as indicated above, the controller 102 may be configuredto calculate a region load weight for each of the measurement regionsacross which the boom 24 is moved (less any measurement regions withload-related data deemed unreliable) based on the load-related datareceived for each measurement region. For instance, the controller 102may store a dataset of load-related data for each measurement regionacross which the boom 24 is moved. Assuming that the load-related datafor a given dataset is deemed reliable (e.g., based on the stability ofthe operator-initiated commands across such measurement region and/orbased on the stability of the calculated load weights), the controller102 may then calculate an average implement load weight for theassociated measurement region based on its corresponding dataset.

Referring still to FIG. 6, at (208), the method 200 may includecalculating a final load weight for the implement based on the regionload weight(s). For example, as indicated above, the controller 102 maybe configured to determine the final load weight for the implement 22 byaveraging the various region load weights calculated for the variousmeasurement regions.

As indicated above, in addition to filtering out or ignoringload-related data associated with variability in the operator-initiatedcontrol commands received by the controller 102, significant variationsin the load weight calculated by the controller 102 may also beidentified and utilized as a means to disregard or ignore specific setsof load-related data and/or specific load weight calculations.Specifically, when a significant change in the implement load weightcalculated by the controller 102 is detected (e.g., a change above agiven a load variance threshold), such a detected load variation maysuggest that an additional load has been added to the implement 22 afterthe load weight calculations were initiated or that there was anadditional resistance to lifting the boom 22 at the initiation of theload weight calculations which was subsequently overcome (e.g., when theimplement 22 was initially in a gravel pile as the boom 22 began to belifted and then subsequently cleared the pile). In such instance, thecontroller 102 may be configured to disregard any load weightcalculations made before the detected load variation to ensure that thefinal load weight determined for the implement 22 is reliable. Forinstance, as an example, when a significant load variation is detectedbetween successive measurement regions (e.g., the various regions 166,168, 170, 172, 174, 176, 178, 180 defined in FIG. 3), the controller 102may flag the previous measurement regions as inaccurate and may onlyconsider the load weight calculations provided for the subsequentmeasurement regions when determining the final load weight for theimplement 22.

For instance, Table 1 below provides an example dataset in which theboom 24 is moved from its minimum boom position 160 across its travelrange 164 to the maximum boom position 162, with average implement loadweights being calculated for the various measurement regions 166, 168,170, 172, 174, 176, 178, 180 defined along the travel range 164. Asshown in Table 1, a significant load variation exists between theaverage implement load weight calculated for the second measurementregion 168 (e.g., 3 kilograms (kg)) and the average implement loadweight calculated for third measurement region 170 (e.g., 1000 kg). Inaddition, a significant load variation exists between the averageimplement load weight calculated for the third measurement region 170(e.g., 1000 kg) and the average implement load weight calculated forfourth measurement region 172 (e.g., 2000 kg). However, as shown inTable 1, the average implement load weights calculated from the fourthmeasurement region 172 to the eighth measurement region 180 arerelatively stable. In such an embodiment, assuming the load variationoccurring between the second and third measurement regions 168, 170exceeds the load variance threshold set for the implementation of thedisclosed system 100, the controller 102 may be configured to discard orignore the average implement load weights calculate for the previousmeasurement regions (e.g., the first and second measurement regions 166,168). Similarly, assuming the load variation occurring between the thirdand fourth measurement regions 170, 172 exceeds the load variancethreshold, the controller 102 may be configured to discard or ignore theaverage implement load weights calculate for the previous measurementregions (e.g., the first, second, and third measurement regions 166,168. 170). Given that the load variation for the subsequent measurementregions is relatively small, the controller 102 may be configured toutilize the average implement load weights calculated for the remainingmeasurement regions (e.g., the fourth, fifth, sixth, seventh, and eighthmeasurement regions 172, 174, 176, 178, 180) to determine the final loadweight for the implement 22. It should be appreciated that such anexample dataset may be experienced, for example, when an operator beginslifting an empty force, picks up a pallet half-way through the thirdmeasurement region 170 (e.g., so that the third measurement region 170is average half empty and half full), and then raises the pallet throughthe remainder of the boom's travel range 164.

TABLE 1 Example Load Weight Calculations Measurement Region AverageImplement Load Weight (kg) Region #1 (166) 0 Region #2 (168) 3 Region #3(170) 1000 Region #4 (172) 2000 Region #5 (174) 2010 Region #6 (176)1990 Region #7 (178) 2010 Region #8 (180) 2010

Another example dataset is provided below in Table 2. As shown in Table2, a significant load variation exists between the average implementload weight calculated for the second measurement region 168 (e.g., 4500kilograms (kg)) and the average implement load weight calculated forthird measurement region 170 (e.g., 3000 kg). However, as shown in Table3, the average implement load weights calculated from the thirdmeasurement region 170 to the eighth measurement region 180 arerelatively stable. In such an embodiment, assuming the load variationoccurring between the second and third measurement regions 168, 170exceeds the load variance threshold set for the implementation of thedisclosed system 100, the controller 102 may be configured to discard orignore the average implement load weights calculate for the previousmeasurement regions (e.g., the first and second measurement regions 166,168). Given that the load variation for the subsequent measurementregions is relatively small, the controller 102 may be configured toutilize the average implement load weights calculated for the remainingmeasurement regions (e.g., the third, fourth, fifth, sixth, seventh, andeighth measurement regions 170, 172, 174, 176, 178, 180) to determinethe final load weight for the implement 22. It should be appreciatedthat such an example dataset may be experienced, for example, when anoperator begins lifting a bucket through a tall gravel pile and is stillbreaking through the pile across the first and second measurementregions 166, 168, with the bucket clearing the pile at the thirdmeasurement region 170 and then subsequently being raised through theremainder of the boom's travel range 164.

TABLE 2 Example Load Weight Calculations Measurement Region AverageImplement Load Weight (kg) Region #1 (166) 5000 Region #2 (168) 4500Region #3 (170) 3000 Region #4 (172) 2990 Region #5 (174) 3010 Region #6(176) 3000 Region #7 (178) 3000 Region #8 (180) 3010

It should be appreciated that the specific load variation threshold setfor implementation of the disclosed system 100 may generally varydepending on the specific configuration of the associated work vehicle10 and/or the sensitivity and/or accuracy of the various sensors.However, in one embodiment, the load variation threshold may be set as apredetermined percentage of the maximum load weight for the implement22. For instance, in one embodiment, the load variation threshold maycorrespond to a load value ranging from about 10% to about 20% of themaximum load weight for the implement 22.

A graphical representation of another example dataset shown in FIG. 7.As shown in FIG. 7, the plot graphs the instantaneous implement loadweight (indicated by solid line 187) calculated by the controller 102 asthe boom 24 is moved across its travel range 164 as a function of time.As shown, the implement load weight 187 calculated by the controller 102is relatively stable from time to t₀ time t₁, significantly increasesbetween time t₁ and time t₂, and then is relatively stable from time t₂to time t₃. In such an embodiment, if the controller 102 was configuredto use all of the load weights 187 determined between times to and t₃,the final load weight calculated based on such load weights 187 (e.g.,as indicated by dashed line 189) may be significantly inaccurate.However, by identifying the significant load variation occurring betweentime t₁ and time t₂ in accordance with aspects of the present subjectmatter, the controller 102 may be configured to disregard or ignore theload weights calculated prior to time t₂. In such instance, thecontroller 102 may be configured to only use the load weights calculatedfollowing time t₂ to determine the final load weight for the implement22 (e.g., as indicated by dashed line 191), which may provide asignificantly more accurate implement load weight measurement.

Referring particularly now to FIG. 8, a flow diagram of anotherembodiment of a method 300 for estimating load weights for an implementof a work vehicle is illustrated in accordance with aspects of thepresent subject matter. In general, the method 300 will be describedherein with reference to the work vehicle 10 shown in FIG. 1, as well asthe various system components shown in FIG. 2. However, it should beappreciated that the disclosed method 300 may be implemented with workvehicles having any other suitable configuration and/or within systemshaving any other suitable system configuration. In addition, althoughFIG. 8 depicts steps performed in a particular order for purposes ofillustration and discussion, the methods discussed herein are notlimited to any particular order or arrangement. One skilled in the art,using the disclosures provided herein, will appreciate that varioussteps of the methods disclosed herein can be omitted, rearranged,combined, and/or adapted in various ways without deviating from thescope of the present disclosure.

As shown in FIG. 8, at (302), the method 300 may include controlling themovement of a boom of the work vehicle such that the boom is movedacross a plurality of measurement regions defined along an angulartravel range of the boom. For instance, as indicated above, the travelrange 164 of the boom 24 may be divided into a plurality of measurementregions. In such an embodiment, the controller 102 may be configured toraise and lower the boom 24 across all or a portion of the measurementregions defined across its travel range 164 by controlling the operationof the associated components of the lift assembly 20, such as by thehydraulic pump(s) 116, the boom control valve(s) 118, and the boomcylinder(s) 32, based on the boom movement commands received from theoperator. Alternatively, the controller 102 may be configured toautomatically control the operation of the associated components of thelift assembly 20 such that the boom 24 is moved at a controlled rate orspeed without the necessity of receiving boom movement commands from theoperator.

Additionally, at (304), the method 300 may include receivingload-related data associated with a load weight for the implement as theboom is moved across the plurality of measurement regions. For instance,as indicated above, the controller 102 may be configured to receiveload-related data associated with the implement load weight from aplurality of sensors, such as one or more pressure sensors 44, 46,position sensors 38, 40, inclination sensors 42, temperature sensors 48,and/or the like. Such data may, for example, include, but is not limitedto, pressure measurements related to the fluid pressure of the hydraulicfluid supplied to the boom cylinder(s) 32, position measurements relatedto the angular position of the boom 24 and/or the implement 22, velocitydata for the boom 24 and/or the implement 22, orientation measurementsassociated with the inclination angle of the work vehicle 10 (e.g., inthe pitch direction and/or the roll direction), temperature measurementsof the fluid temperature of the hydraulic fluid supplied to thecylinder(s) 32, 34, and/or measurements related to the speed and/oracceleration of the work vehicle 10.

Moreover, at (306), the method 300 may include determining a region loadweight for each of the plurality of measurement regions based on theload-related data. Specifically, as indicated above, the controller 102may be configured to calculate a region load weight for each of themeasurement regions across which the boom 24 is moved based on theload-related data received for each measurement region. For instance,the controller 102 may store a dataset of load-related data for eachmeasurement region across which the boom 24 is moved. The controller 102may then calculate a region load weight for the associated measurementregion based on its corresponding dataset.

Referring still to FIG. 8, at (308), the method 300 may includedetermining that a detected load variation in the region load weightsfor successive measurement regions of the plurality of measurementregions exceeds a load variation threshold. For instance, as indicatedabove, the controller 102 may be configured to identify load variationsbetween successive load weight calculations that exceeds a given loadvariation threshold. For instance, the controller 102 may determine aload differential between the region load weights calculated for eachsuccessive pair of measurement regions and compare such loaddifferential to the associated load variation threshold.

Additionally, at (310), the method 300 may include calculating the finalload weight for the implement based only on the region load weightsdetermined for a group of measurement regions of the plurality ofmeasurement regions across which the boom was moved after the detectedload variation. Specifically, as indicated above, when the controller102 determines that a load variation exists that exceeds the loadvariance threshold, the controller 102 may be configured to discard orignore the load weight calculations made for previous measurementregions. In such instance, the controller 102 may only be configured touse the load weight calculations made of the measurement regionsfollowing the detected load variation.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they include structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

What is claimed is:
 1. A method for estimating load weights for animplement of a work vehicle, the method comprising: controlling, withone or more computing devices, movement of a boom of the work vehiclesuch that the boom is raised across a plurality of overlappingmeasurement regions defined along an angular travel range of the boom,each measurement region being overlapped by at least one adjacentmeasurement region of the plurality of overlapping measurement regionsacross the angular travel range such that adjacent pairs of measurementregions of the plurality of overlapping measurement regions overlapalong a common range of angles of the angular travel range of the boom;receiving, with the one or more computing devices, load-related dataassociated with a load weight for the implement as the boom is raisedacross the plurality of overlapping measurement regions; determining,with the one or more computing devices, a region load weight for atleast a subset of the plurality of overlapping measurement regions basedon the load-related data, the region load weight determined for eachmeasurement region of a given adjacent pair of measurement regions ofthe plurality of overlapping measurement regions being based at least inpart on the load-related data received as the boom was raised across thecommon range of angles associated with the given adjacent pair ofmeasurement regions; and calculating, with the one or more computingdevices, a final load weight for the implement based on the region loadweight for at least one measurement region of the plurality ofmeasurement regions.
 2. The method of claim 1, wherein calculating thefinal load weight for the implement comprises averaging the region loadweight determined for the at least one measurement region to calculatethe final load weight.
 3. The method of claim 1, further comprising:receiving operator-initiated control commands associated withcontrolling an operation of at least one component of the work vehicleas the boom is raised across the plurality of overlapping measurementregions; identifying a first group of measurement regions of theplurality of overlapping measurement regions across which a variation inthe operator-initiated control commands is less than a variationthreshold; and identifying at least one second measurement region of theplurality of overlapping measurement regions across which the variationin the operator-initiated control commands exceeds the variationthreshold.
 4. The method of claim 3, wherein determining the region loadweight for the at least a subset of the plurality of overlappingmeasurement regions comprises determining a region load weight for eachmeasurement region of the first group of measurement regions based onthe load-related data received as the boom is raised across the firstgroup of measurement regions.
 5. The method of claim 4, furthercomprising disregarding the load-related data received as the boom israised across the at least one second measurement region.
 6. The methodof claim 3, wherein the operator-initiated control commands comprisecontrol commands associated with at least one of controlling theoperation of a boom cylinder of the work vehicle, adjusting an enginespeed of the work vehicle, adjusting a gear ratio of a transmission ofthe work vehicle or steering the work vehicle.
 7. The method of claim 1,wherein receiving the load-related data comprises receiving sensor dataassociated with at least one of a pressure of hydraulic fluid suppliedto or within a boom cylinder of the work vehicle, a position of theboom, a position of the implement, a velocity of the boom, a velocity ofthe implement, a temperature of the hydraulic fluid, an inclinationangle of the work vehicle, or at least one of speed or acceleration ofthe work vehicle.
 8. The method of claim 1, wherein determining theregion load weight for at least a subset of the plurality of overlappingmeasurement regions comprises determining a region load weight of eachof the plurality of overlapping measurement regions, the method furthercomprising: comparing the region load weights calculated for successivemeasurement regions of the plurality of overlapping measurement regionsto detect a load variation between the region load weights; anddetermining that the load variation in the region load weights for thesuccessive measurement regions exceeds a load variation threshold. 9.The method of claim 8, wherein calculating the final load weight for theimplement comprises calculating the final load weight for the implementbased only on the region load weights determined for a group ofmeasurement regions of the plurality of non-overlapping measurementregions across which the boom was moved after the detected loadvariation.
 10. The method of claim 1, wherein each measurement regionspans a sub-range of angular boom positions ranging from 5 degrees to 25degrees.
 11. A method for estimating load weights for an implement of awork vehicle, the method comprising: controlling, with one or morecomputing devices, movement of a boom of the work vehicle such that theboom is moved across a plurality of measurement regions defined along anangular travel range of the boom; receiving, with the one or morecomputing devices, load-related data associated with a load weight forthe implement as the boom is moved across the plurality of measurementregions; determining, with the one or more computing devices, a regionload weight for each of the plurality of measurement regions based onthe load-related data; determining, with the one or more computingdevices, that a detected load variation in the region load weights forsuccessive measurement regions of the plurality of measurement regionsexceeds a load variation threshold; and calculating, with the one ormore computing devices, the final load weight for the implement basedonly on the region load weights determined for a group of measurementregions of the plurality of measurement regions across which the boomwas moved after the detected load variation.
 12. The method of claim 11,wherein the plurality of measurement regions correspond to a pluralityof overlapping measurement regions, each measurement region beingoverlapped by at least one adjacent measurement region of the pluralityof overlapping measurement regions across the angular travel range. 13.The method of claim 12, wherein: each measurement region is overlappedby the at least one adjacent measurement region of the plurality ofoverlapping measurement regions across the angular travel range suchthat adjacent pairs of measurement regions of the plurality ofoverlapping measurement regions overlap along a common range of anglesof the angular travel range of the boom; and the region load weightdetermined for each measurement region of a given adjacent pair ofmeasurement regions of the plurality of overlapping measurement regionsis based at least in part on the load-related data received as the boomwas moved across the common range of angles associated with the givenadjacent pair of measurement regions.
 14. A system for estimatingimplement load weights for a work vehicle, the system comprising: a liftassembly including a boom and an implement coupled to the boom; acontroller configured to control the operation of the lift assembly, thecontroller including a processor and associated memory, the memorystoring instructions, that when implemented by the processor, configurethe controller to: control movement of the boom such that the boom israised across a plurality of overlapping measurement regions definedalong an angular travel range of the boom, each measurement region beingoverlapped by at least one adjacent measurement region of the pluralityof overlapping measurement regions across the angular travel range suchthat adjacent pairs of measurement regions of the plurality ofoverlapping measurement regions overlap along a common range of anglesof the angular travel range of the boom; receive load-related dataassociated with a load weight for the implement as the boom is raisedacross the plurality of overlapping measurement regions; determine aregion load weight for at least a subset of the plurality of overlappingmeasurement regions based on the load-related data, the region loadweight determined for each measurement region of a given adjacent pairof measurement regions of the plurality of overlapping measurementregions being based at least in part on the load-related data receivedas the boom was raised across the common range of angles associated withthe given adjacent pair of measurement regions; and calculate a finalload weight for the implement based on the region load weight determinedfor at least one measurement region of the plurality of measurementregions.
 15. The system of claim 14, wherein the controller isconfigured to calculate the final load weight by averaging the regionload weight determined for the at least one measurement region.
 16. Thesystem of claim 14, wherein the controller is further configured to:receive operator-initiated control commands associated with controllingan operation of at least one component of the work vehicle as the boomis raised across the plurality of overlapping measurement regions;identify a first group of measurement regions of the plurality ofoverlapping measurement regions across which a variation in theoperator-initiated control commands is less than a variation threshold;and identify at least one second measurement region of the plurality ofoverlapping measurement regions across which the variation in theoperator-initiated control commands exceeds the variation threshold. 17.The system of claim 16, wherein the controller is configured todetermine the region load weight for each measurement region of thefirst group of measurement regions based on the load-related datareceived as the boom is moved across the first group of measurementregions.
 18. The system of claim 17, wherein the controller isconfigured to disregard the load-related data received as the boom ismoved across the at least one second measurement region.
 19. The systemof claim 14, wherein the controller is configured to determine a regionload weight for each of the plurality of overlapping measurementregions, the controller being further configured to: compare the regionload weights calculated for successive measurement regions of theplurality of overlapping measurement regions to detect a load variationbetween the region load weights; and determine that the load variationin the region load weights for the successive measurement regionsexceeds a load variation threshold.
 20. The system of claim 19, whereinthe controller is configured to calculate the final load weight for theimplement based only on the region load weights determined for a groupof measurement regions of the plurality of non-overlapping measurementregions across which the boom was moved after the detected loadvariation.
 21. A method for estimating load weights for an implement ofa work vehicle, the method comprising: controlling, with one or morecomputing devices, movement of a boom of the work vehicle such that theboom is moved across a plurality of overlapping measurement regionsdefined along an angular travel range of the boom, each measurementregion being overlapped by at least one adjacent measurement region ofthe plurality of overlapping measurement regions across the angulartravel range; receiving, with the one or more computing devices,load-related data associated with a load weight for the implement as theboom is moved across the plurality of overlapping measurement regions;receiving operator-initiated control commands associated withcontrolling an operation of at least one component of the work vehicleas the boom is moved across the plurality of overlapping measurementregions; identifying a first group of measurement regions of theplurality of overlapping measurement regions across which a variation inthe operator-initiated control commands is less than a variationthreshold; identifying at least one second measurement region of theplurality of overlapping measurement regions across which the variationin the operator-initiated control commands exceeds the variationthreshold; determining, with the one or more computing devices, a regionload weight for at least one measurement region of the plurality ofoverlapping measurement regions based on the load-related data; andcalculating, with the one or more computing devices, a final load weightfor the implement based on the region load weight for the at least onemeasurement region.
 22. The method of claim 21, wherein determining theregion load weight for the at least one measurement region comprisesdetermining a region load weight for each measurement region of thefirst group of measurement regions based on the load-related datareceived as the boom is moved across the first group of measurementregions.
 23. The method of claim 22, further comprising disregarding theload-related data received as the boom is moved across the at least onesecond measurement region.
 24. The method of claim 21, wherein theoperator-initiated control commands comprise control commands associatedwith at least one of controlling the operation of a boom cylinder of thework vehicle, adjusting an engine speed of the work vehicle, adjusting agear ratio of a transmission of the work vehicle or steering the workvehicle.
 25. The method of claim 21, wherein: each measurement region isoverlapped by the at least one adjacent measurement region of theplurality of overlapping measurement regions across the angular travelrange such that adjacent pairs of measurement regions of the pluralityof overlapping measurement regions overlap along a common range ofangles of the angular travel range of the boom; and the region loadweight determined for each measurement region of a given adjacent pairof measurement regions of the plurality of overlapping measurementregions is based at least in part on the load-related data received asthe boom was moved across the common range of angles associated with thegiven adjacent pair of measurement regions.
 26. The system of claim 21,wherein the plurality of measurement regions correspond to a pluralityof overlapping measurement regions; each measurement region beingoverlapped by at least one adjacent measurement region of the pluralityof overlapping measurement regions across the angular travel range. 27.The system of claim 26, wherein: each measurement region is overlappedby the at least one adjacent measurement region of the plurality ofoverlapping measurement regions across the angular travel range suchthat adjacent pairs of measurement regions of the plurality ofoverlapping measurement regions overlap along a common range of anglesof the angular travel range of the boom; and the region load weightdetermined for each measurement region of a given adjacent pair ofmeasurement regions of the plurality of overlapping measurement regionsis based at least in part on the load-related data received as the boomwas moved across the common range of angles associated with the givenadjacent pair of measurement regions.
 28. A system for estimatingimplement load weights for a work vehicle, the system comprising: a liftassembly including a boom and an implement coupled to the boom; acontroller configured to control the operation of the lift assembly, thecontroller including a processor and associated memory, the memorystoring instructions, that when implemented by the processor, configurethe controller to: control movement of the boom such that the boom ismoved across a plurality of overlapping measurement regions definedalong an angular travel range of the boom, each measurement region beingoverlapped by at least one adjacent measurement region of the pluralityof overlapping measurement regions across the angular travel range;receive load-related data associated with a load weight for theimplement as the boom is moved across the plurality of overlappingmeasurement regions; receive operator-initiated control commandsassociated with controlling an operation of at least one component ofthe work vehicle as the boom is moved across the plurality ofoverlapping measurement regions; identify a first group of measurementregions of the plurality of overlapping measurement regions across whicha variation in the operator-initiated control commands is less than avariation threshold; identify at least one second measurement region ofthe plurality of overlapping measurement regions across which thevariation in the operator-initiated control commands exceeds thevariation threshold; determine a region load weight for at least onemeasurement region of the plurality of overlapping measurement regionsbased on the load-related data and calculate a final load weight for theimplement based on the region load weight determined for the at leastone measurement region.
 29. The system of claim 28, wherein thecontroller is configured to determine the region load weight for eachmeasurement region of the first group of measurement regions based onthe load-related data received as the boom is moved across the firstgroup of measurement regions.
 30. The system of claim 29, wherein thecontroller is configured to disregard the load-related data received asthe boom is moved across the at least one second measurement region. 31.The system of claim 28, wherein the operator-initiated control commandscomprise control commands associated with at least one of controllingthe operation of a boom cylinder of the work vehicle, adjusting anengine speed of the work vehicle, adjusting a gear ratio of atransmission of the work vehicle or steed ng the work vehicle.
 32. Thesystem of claim 28, wherein: each measurement region is overlapped bythe at least one adjacent measurement region of the plurality ofoverlapping measurement regions across the angular travel range suchthat adjacent pairs of measurement regions of the plurality ofoverlapping measurement regions overlap along a common range of anglesof the angular travel range of the boom; and the region load weightdetermined for each measurement region of a given adjacent pair ofmeasurement regions of the plurality of overlapping measurement regionsis based at least in part on the load-related data received as the boomwas moved across the common range of angles associated with the givenadjacent pair of measurement regions.
 33. A system for estimatingimplement load weights for a work vehicle, the system comprising: a liftassembly including a boom and an implement coupled to the boom; acontroller configured to control the operation of the lift assembly, thecontroller including a processor and associated memory, the memorystoring instructions, that when implemented by the processor, configurethe controller to: control movement of the boom of the work vehicle suchthat the boom is moved across a plurality of measurement regions definedalong an angular travel range of the boom; receive load-related dataassociated with a load weight for the implement as the boom is movedacross the plurality of measurement regions; determine a region loadweight for each of the plurality of measurement regions based on theload-related data; and determine that a detected load variation in theregion load weights for successive measurement regions of the pluralityof measurement regions exceeds a load variation threshold.
 34. Thesystem of claim 33, wherein the controller is further configured tocalculate the final load weight for the implement based only on theregion load weights determined for a group of measurement regions of theplurality of measurement regions across which the boom was moved afterthe detected load variation.